Running-gear construction



R. S. BEGG RUNNING GEAR CONSTRUCTION- Sept. 21 1926. 1,600,955

Original Filed vecfls. 1920 4 Sheets-Sheet 1 Trorney Sept. 21, 1926. 1,600,955

R. s. B EGG RUNNING GEAR CONSTRUCTION Original Filed Dec. 16. 1920 4 Sheets-Sheet 2 Sept. 21, 19246. 1,606,955 R. S. BEGG' RUNNING GEAR CONSTRUCTION Original Filed Dec. 16, 1920 4 Sheets Sheet s Sept. 21 192 N R. s. BEGG V Y 0,955

RUNNING GEAR CONSTRUCTION Original Filed Dec. 16. 1920 4 Sheets-Sheet 4 flTrorney which would be durableg on' the one hand-Q hi'cler Patented Sept. 21, 19 26,

7 E1911 Si t;

oFfcL'EvnnANn,

mssm s BEGG;

g incense] onto; AssrG-non ro mayo mm mnns'r-ioonnitnn RUNNING-GEAR c mme s:

invention rel'i'te's to Vehicle" running gear construction, more particularly adapted" for assengermotor vehicles;

T is 'application isja division? ofiiny prior" application Si'ii'l" No. 4311071, filed? De'cein ber- 16,}. I920, for running gear construction.

' is becoining inore andnmr'e essential; in gradpassng'er motor" vehicles that" the same should operate end continue to' operate substantially indefinitely, W'itiif a: relittively great degree of quietness? One of" the problems whichihas confronted theaut emotive: engineer in connection with high grade passenger cars in particul'ar has'been" to provide means for connecting the ends of the springs to the frame of'the Vehicle in at. siinp1e, efficient and economical manner and remain quiet substantially indefinite/137; onthe other .c

one ofthe. objects. of my invention has: been to provide a runningjgear construction; particularly for passenger" motor Vehicles,

. inf: whichithe connections between the ax1'es,.-, springs andu'fr amewilibesuch as materiall y to nbsorb-side shocks and thrusts between thesevpart s and at the same-time preclude rattiingor slapping: of the parts under normal operation substantially indefinitely.

Anotherofthe objects of invention 1ias been to-prowide 2 construction for spring; shaekling' for: passenger. motor ehicles in particular which will be relatively cheap; or easy assembly; greet durability: and poscharacteristics W ich will" insure quiet; operation otlthe' associated "parts practically indefinitely.

Aiujrther object ofniy: invention isto provide spring shacklingfl mechanism betweenthe: springs "and frmnexof-a motor. vehicle in which Wear and tea-r between the spring shackles; and" the :pnrts; to which they are pivotally connected Will be. automatically; taken-up during normal operation of the ve- @ther o'bj ects oi my invention will beclearfrom as description ofgconstr uctions embody; ingit -hereimselected "for the-purpose of i1-- 1 ustrat-ion.- N I 1n automotivevehicles the frame is' ordirnamily; connected to the aqxlesiby interposed; springs The-engine and superstructure of the car including. the. body, are. supported by theframe and constitute the greater in" addition,

the" drawings; Ifind mtn pfieatian mat proportion ofthewe iglit" Ont-hem: ditio'n, weight: of pzrss'errgei-s and lugg'agei isi cn'rried by the springs? i During the" nor mod operationof such a vehicle; plex" stresses; frequently 'o'f' considerable m ignitud ey; are tnl ns'hiitted to the spri ngsa The springs, howeve'r'g' are not adapted to absorb the transverse or side thrust compose nents? of Such" stresses and; consequently; side thrusts; frequently of great 'mztgnitfudgfl are trai'i'sinitted' to the fra e and the Vehicle superstructure; ausing "vibrattons detriinen tel"totl e' lrfeof flie car; i'inPds'ingfi'equeIiif 1y considerable strains thereon, tending? to: twist 'nnd'br rlitl i e springs; causing-rattlingandsl apping oflhe spring conliections'and";

greatly decr asing" the riding the car and bringing about" s'ttnttztl l'jr elniinated interposingf suit able; side thrust absorbing" or cushioning? ineans between" the "frame" and? the co'ninen t'io'ns of -th'espringsftheretor Theinreferred form of my invention is" sufficiently flexible tpiabsofrid 's inellftroublesoine' and" noisy rat; l tio'ns' and? sidef play" and-{yer capable-of cushioning'the large sidethrusts' irequently i'nnoosed upon the springsc'j Forexainp -,',:inf a: certain welliknownunake "of egrrishownif v n ewb 'w mpi rc sittethfrustfabsorbingnuesns cnpnble of with f st'ztnding 'st-resses'ofnpwsrdsrofttwo'=1iun ed tinned" detrimentahconditions may" Been-3M5] and ttventyfive" poundsnert squtre' inchi" The size end strength of suchnieans; how

V omit carexceptionally:vibretionl ss',smooth and'iquietl v i The source at the abovementioned coin; plex' stresses" znid the s thrust coni'flnefits' thereof'mey' be readily" s A ing considerationsreg'arding'eicon ,e'" ofaut'oniotiv'e -constru tion iii'Whmh thesidei 105 frame n'einbers off-theVEhioIe diverge to wardfthe rear ofthelczmsprings hein'g dis posed'betiveen-each side frame lrieinberf'afn'd intention totrieijabove mew 5 g each axleand being mounted substantially parallel to the respective side frame members and connected at their ends thereto. In such a; construction stresses, ordinarily complex in character, resulting from the normal operation of the vehicle, are transmitted from the axle through the 'ends of the springs to the side frame members and the portions supported by the frame. f Many factors contribute tothe sidethrusts imposed on the vehicle during normal operation. Thus, for example, in driving over bumps the wheels continually leave the road causing the springs to flex,'tl e horizontal components of such resulting stresses causing side thrusts and shocks, and noise at the connection of the springs to the frame. In

driving on crowned roads the four wheels of 'the vehicle are seldom or never in the same planeand due. to such inequality of level ofthe wheels, even where the road is smooth,

a side stress is imparted the springs to breakage. Such spring twisting also 1mi parts; stresses to the. frame through the sprmg end connections. Also, where the l springs are substantially parallel to divergent frame members, said springs, are not perpendicular to the axles and consequently any vertical movement of the wheels off the road imparts stresses resulting in I side thrusts transmitted to the frame andtheporuse of shackle plates at one endof each tionsbf the vehicle supported thereby. The

spring also further tends. to increase the horizontal components of thrust, the shackle plates forming moment arms between the "spring ends and the frame. The result of suchjthrusts from the above and other causes is .to produce a great deal 'ofvibration and 7 side shock which, as previously mentioned,

isnot, only damaging'in itself but whichalso causes much undesirable'no se 'durlng the operation of the vehicle.

Bva great many measurements and practical roadtests it'has been found that the side thrusts transmitted by the rear'springs to the. ,fra1i1e are greater in magnitude than those, transmitted to the frame by the front springs; That'such is true may be further indicated from the following considerations: Under ordinary conditions the center of gravity 'ofj 'an unloaded motor vehicle is 10- catednea'rer to the rear than-to the front axle, whereby a: greater load is carried bythe' rear axle. fFurthermore', the greater pro portion of; the weight of passengers and luggage is carried by the rear axle. 'Moreover,

the center of mass ofthe weight carried by the rear springs is much'higher than that carried by the front springs. For example,

the Center ofmass of the engine is substan- V tially'on the same plane or slightly higher than that of the front spring, whereas the center of mass of the body of the car above the rear springs and of any passengers and luggage is considerably above'the plane vof the rear springs or the rear portion of the frame. As a result, since the center of mass of the'weight carried by the rear springs is higher, more tipping action will occur in the rear and the greater resulting stresseshave to be borne by the rear springs. Very frequently,.also the driving action is trans-' mitted from the rear axle through Vtherear spring to the frame as in the Hotchkiss drive. The transmission of such driving torque and also of breaking torque acting through the rear springs tends to'movethe As a specific exanr shown in the drawings, the maximum ver} tical movement of the front springs during normal operation is about four inches, whereas the maximum vertical movement of the rear springs is about eleven inches. The net result of the aboveconsiderations is that under ordina'ry driving conditions the rear end'of the motor vehicle is the tail of the wh p, so to speak, and as a result, the"s1de thrusts transmitted from the rear springs to the frame are'greater in magnitude than those transmitted through the front springs to the frame. That the rear end of the mo tor vehicle actually is the tail of the whip will be readily appreciated, for it is well known that it'is always the rear end of the vehicle which slews on slippery roads and in turning sharply around corners; y r I Where parallel side frame members are employed or where the springs are mounted perpendicular'to'the axles, such side thrusts I will occur whenever one. side of, the car is raised relative to the other. Thus in normal operation, substantially the same considerations as regards side thrusts"transmitted through the frame tothe ends of the'springs" will obtain as was above mentioned, the side thrustsv in] this case also being greater throi'igh the rear springs than through the front. Where transverse springs are emg ployed, similar considerations will also ob tain. p

I havesolved the problem of cushioning or preventing the transmission of side thrusts to an automotive frame and bodyby providing side thrust absorbing orcushioning means such as described in this specifi-' cation. between those ends of the springs and the adjacent side frame members where the side thrustsand vibrations are appreciable. It may benoten that in order to insure quiet operation, such cushioning means must be disposed at all connections of the spring ends been disposed, such messes and iir ame where the side' thrusts are appreciable, or IlOlS'j operation will :Stlll obtain. Incertaincar constructions, such as that 'shownrinthis application, it has been found that there is no appreciable side thrust beand the frame and ass result, it has not-been found necessary "to place cushioning me-ans at these points. .However, in certain other designs of automotive construction, side thrusts, sufficient to cause noisy operation, may be present between the connections-of the fl'ont ends of the-iiront springs and the :t'rame'and hence it may be desirable to dispose cushioning means-at these points. lVhere, in the past,spring means. have. as between the rear end of "the rear springs and the frame, such springs. have amounted simply to an automatic takeup for "wear :and not as a means for obtaining Quietness and smoothness of operation of the car as awhele, since, as was preyiousiy stated, such wquietness oijopera 'tion mayhe obtained onlyby disposing cush ioning means at all the connections between the ends of thcsprin'gs and 13118 frame where side thrusts are appreciable.

'li ig. 1 is a plan view of a motor vehicle running gear constructed according to my invention Fig. 2 is .a sideelevation of the same with the wheels on the :inner side removed, nior clearly "to disclose the front and rear springs;

Fig. 3 is an'end elevation, enlarged, of a spring shackle construction embodying my intention;

Lisa rear elevation of the parts shown in Fig. 5;

Fig.5 isa section on line 5-5 of Fig. 3;

Fig. 6 is a view, partly in elevation :and partly in section,-of .a modified form of con struction;

Fig. 7 is an elevation, partly in section, of still another modified term of construction Fig. 8 is a vertical longitudinal section through the axis oi the spring bolt for the 'front'end of-a-rearspringjanc V r 9 is a vertical longitudinal section through the axis of the spring bolts-for he rear end of a front spring;

In the drawing, 1 indicates a. motor vehicle frame of any suitable construction, 2

designates a front wheel and 3 the rear wheels of the motor vehicle. They may be of any suitable construction. The front wheels-are mounted-onasuitable front arlle t and the rear wheels are "mounted on a suitable rear axle 5. These axles, respectively, may be of any preferred form of construction. v The rear-axle 5 is operatively'connected to an engine, not shown, arranged under the hood :6 at the front end oi the vehicle through the instrumentality of atransmis sion 7 of any"suitahleconstruction and a tween the front ends of the front springs propeller shaft-*8. For the purpose of having the drawings unencumbered with --a 'lot of detail -p arts, not necessary tier the understanding o this invention as it is (used in connection h a motor vehicle, all such detail parts, eluding bra-lre :rods and mountings, for example, are not shown.

:9 indicates the rear springs tor the vehicle, each o tE which "near its centermay be secured to the adj acent tubu' lar part of the rear :axle

5'in any su. b'le manner as by meansofif U- shaped clips 10, frontend 0 1" each sp=ring 9 is preferably connected to the adjacenttside member e l "the frame 1 by mechanism which will allow tor the proper action ofthe spring whileat the same time insurin that y evea andtear on the parts 01" such mec'ha; ism -w mit the same to rattle or malre --OL-l61 objectiona'ble noises. For this purpose I prefer plates "1:1 nuts 12. The

not perto use a bracket 13 rigidlysecured to the mein any suitable manner. Each such bracket has two depent hnggarms 13', 18*,

suitably spacec from each other to receive between them not onlyithe 'liront end of spring 9 but also a couple of coiled springs 14:, each interposed "between 'the tront end of said springl) andonec f the-said arms of the bracket 13. A bolt 15 extends through the arms 13', 13, the coiled springs =14: and the front end of the spring 9 and is provided with anut 15,'=hy means-of which construc- 'tion the parts are held in proper relationship to each other. This mechanism permits the come and go of the iron't 'end of the spring 9 toward and from either'o f the arms 13, 13, as-occasion demands in the normal operation of the vehicle, without permitting.

any noticeable noise as the result of such action. I do notclai-m to lie-the invent-or of this mechanism per se for connecting the front-end of the spring to the trance. Z

The rear end ofeac'h spring 9 is connect- ;ed with the adjacent "rear end-of asidemember of the frame 1 by means :of shackle mechanism embodying my invention. The iform of this mechanism illustrated in Figs. 1 to 5, inclusive, comprises a'pair of shackle plates 16, 17. Each of the plates 16 is formed near its upper end with a hole 16 and nearits lower end with a hole 1 6, while each of the plates 17 is for-med'near its up- "per end-with" a hole 17 and near its lower "ice rio

end with a hole 17 ,the walls of theholes 17, 17*, being serrated for a purpose to-be hereinatter described. Atiits rear end each side "frame member carries a tubular section 1 which may be -.suitably hushed with I a bushing :19. The rear end-oi each spring 9 is formed into a tubular portion 9 which likewise may he provided with a suitable bushing2O. The tubular part 1 of the frame and portion 9 of'the adjacent rear s rin are arran ed in vertical ali nment b L) b with each other, preferably with a shackle of each bolt extends beyond the outer wall knurled section 21*, and a screw-threaded section'21"; One of these bolts is extended through the hole 17, the bushing 19 and hole 16 and another of them is extended through the hole 1"7, bushing 20 and hole 16, the inner walls or the heads 21 of the bolts being in engagement with the outer wall of the shackle plate 17. The free end of the shackle plate 16 for a sui'licient distance, to allow torthe mounting thereon of a pair of washers 22, 28, the latter preterably being in engagement with the outer wall of the shackle plate 16. Each ofthcse washers is termed with a boss 2% which in the assembly on the boltare opposed to each other. is a coiled spring surroundingthe bolt 21 and bearing at its inner end against the washer 23] and at its outer end against'the washer 24L. This spring is preferably relalively heavy and capable of withstanding considerable loads, depending upon the thrusts towhich itis subjected. For example, in practice I prefer to use a spring capable. of, withstanding loads considerably upwards of two hundred and twenty-five pounds to the square inch, although under certain circumstances lighter springs may be employed. 21 is a castellated nut engaging I the screw-threads 21 of the bolt 21 and the outer wall of the washer 22. By screwing up on this nut, the shackle plates will be drawn llll'O snug engagement with the walls of the section 1 of the frame or 9 of the spring, as the case may be, and the spring 25 may berput under compression so as to insure that all parts of the mechanism will,

under all ordinary operating conditions, be

held in proper operating relationship to each othcr and in such mannerthatthere will be io rattling of such parts or noise made due to slapping together of the parts in the normal operation of the motor vehicle.

I prefer to encase the spring 25 and for this purpose have shown a dust shieldstructure comprising a pair of sheet metal cap pieces 26 each provided with .an annularly grooved flange 26, twoof such pieces 26 beingdisposed between the washers 22, 23, with their fiangesQG, 26, extending toward qcach other. 27 is a cylinder of flexible material such as artificial leather which extends between the ca) pieces 26 26 and has'its inner end pressed into the adjacent annular recess 26, by means ot a wire band 28 and its outer end similarly pressed, into the,

adjacent annular recess 26 by another-wire band 29. 30 is a coiled spring bearing at its cap piece 26' and serving to hold the said pieces in engagement with the adjacent washers 28, 22, respectively, in the normal operation of the device.

In order to prevent each bolt turning with relation to the shackle plates and to provide that they and the bolt will oscillate in normal action with relation to the associated bushing 19 or 20, as the case may be, the serrations or the knurled section 21 of the bolt are intermeshed withthe serrations of vthe portions 17 or 17, as the case may be, of the shackle plate 17. Each bolt 21 may be provided with an oiling system as by means of a hole 21 formed in the bolt head communicating at its inner end with a hole 21 disposed longitudinally in thebolt from eeiving device of any well-known character, such as the one illustrated at 31, may be fitted into the hole 21 and the outer end of the hole 21 may be closed by a plug 21 in the modified form of construction illustrated in Fig. 6, the spring 25 is disposed about the bolt 21 and within a metallic cover 32, which has a wall 32, through which the bolt extends and which wall engages with the adjacent shackle plate 16. The washer 22 in this instance is fitted within the cover 32 and is free to come and go with respect to the walls thereof. I

the further improvement illustrated in 7, in addition to the washer 22, I proanoth r washer 22 and between these washers an annualr packing collet or gasket 2i, serving to make the closure for the spring 25 substantially dust-proof and reasonable lubricant-tight.

ltrwill be seen that my invention contemplates the provision of cushioning mecha nism the connecting point of the springs to the automotive frame to take up side thrusts where such thrusts are appreciable to thereby improve the riding qualities of the ca: and insure quiet operation thereof, and prevent damage to the springs thereof. 1

It will be noted that the mounting of the rear spring each end thereof is such as to absorb materially through the instrumentality of the associated coiled springs side shocks either from the frame tothe spring and thence to the rear axle or vice versa, inv respect providing a cushioning action for such shocks oi: material importance in the matter of comfort in riding to passengers and of wear and tear of the various parts subjected to such shocks,

this

It will be further noted thatthe construction of the spring shackle mechanism is such and the pressure under which the sprlngs 25 are ad usted 1s such, that any Wear and betweenthe bifurcated adjacent fron and spring construction of tearon the parts of the" mechanism which would otherw1se tend to establish a loose between such parts, is automatically taken up and compensated for, insuring mat all. such parts will bekept in proper working engagement with each other and tha I noise or slap willbe set up by their rtogether or striking each other in i operation of the mechanism. '1" tomatic taken-p feature is further of at-age in getting the parts of the mechanism to operate properly 'withrelation to each other, in the event that-in the first i their manufacture slight irregu a should exist. Such irregularities will be worn down or'oif' and the partsbrought into proper mechanical relation to each other under the infiuence of the pressure exerted by the springs 25.

With respect to springs, I have found it preferable to secure them adjacent their centers to the front axis 4. in any well-known manner as by means of spring clips 84. The front end of each front spring is preferably snugly fitted end of a frame side-member and is pivotallyh'eld in place by a suitable spring bolt The rear end of each. front spring is preferably shackled to a bracket 36 rigidly secured to the adjacent side; frame member. This bracket 36 has a depending portion 36' ham ing a horizontally disposed hole 36 through it and is connected to the rear end of the adjacent front spring 33 by a shackle, bolt 7 the same character as the corresponding parts used. to connect the rear end of the frame with the rear'end of the adjacent rear spring. This connection for the rear end of the front spring will also, serve as a. shock absorber for side shocks between the front axle and the frame in so far as the transmission thereof through the rear ends of the front springs is concerned. V

lVith a chassis mounted as hereinbefore described, I have found that the shaokling mechanism will remain quiet in actual practice under the most severe conditions and that the mechanism is peculiarly advantageous for bringing about the desired quietness of operation in passenger cars in particular and furthermore that the riding qualities of the chassis are greatlyenhanced.

It will be further noted thatthe joints between the shackles and the eyes in my ll iproved construction are maintained substantially lubricant-tight and dust-proof, which is of distinct advantage in insuring theprolonged-life of the parts and their quiet operation. V I 7 It will be further noted that under the influence of the action of the springs, the spring shackles and the eyes to" which they are connected at their opposite ends are the mounting of the front axles and frame, each spring at its mair 1 V and nut connections for these partsyis substanti ally precluded, the springs serving largely to prevent such locking togeth-r noted that the To those skilled in the of real mechanism of theclass described, many allra ions ii embed invention will suggest themselves,

onstruction and widely differnts and applications my without departing from the spirit and scope thereof.

My disclosures and the description herein are purely illustrr iveand are not intended to be in any "sense limiting. -+/i i1at I claim is: V 1. In running gear construction for motor vehicles, the combination with a frame and a front and rear axle for supporting the same, of springs interposed between said axles and frame, eachspring being connected at its front and rear ends to said frame, the connections between the front ends of each spring and the frame being on a pivot fined relative to the; frame, tl1e"connections between the rear ends ofthe front springs and'the frame, and both ends of the rear springs and the frame including spring cushioning mechanism for absorbing, side shocks from the frame to the springs and vice versa.

2. In running gear construction for motor vehicles, the combination with a frame and a front and rear axle for supporting the same, of springs interposedgbetween said front end being pivotally connected by a fixed pivot to the adjacent side frame member and at its rear end having a shackle connection with the frame, the connection between the front end of each rear spring including spring cushioning mechanism for absorbing side shocks from the frame to the springand vice versa and preventing rattling or slapping of the connected parts in normal operation, and the connection between the rear end of each spring and said. frame, including shackle plates at opposite sides of the spring pivotally connected to the spring and frame, respectively,- and springs and the shackled and absorb side interposed between said axles and frame, each spring being connected at one end by a fixed pivotal connection and at its other;

end by a shackle connection to said frame and the drive from the said rear axle to said frame being directed 'through said rear springs, both shackle connections and fixed pivotal connections forthe rear springs including relatively heavy duty cushioning means for absorbing side shocks from the frame to the springs and vice versa and preventing rattling or slapping of the connected parts in normal operation. 7

4. In running gear construction for motor vehicles, the combination with a frame and a'drive axle for supporting one end of said frame, of springs interposed between said axle and frame through which" the drive from said axle is directed, each spring at its opposite ends being connected to said frame, the'conne'ctions between one end of each spring and said frame including a fixed pivot, and all of such connections including relatively heavy duty cushioning means for absorbing side shocks from the frame to the springs and vice versa and preventing rattling or slapping of the connected parts in normal operation. 7

5. In running gear construction for motor vehicles, the combination with a frame and a drive axle for supporting one end of'the same, of a pair of springs divergently arvehicles, the combination with a frame hav ing diverging side members and a drive axle for supporting one end of the frame, of a pair of springs each arranged parallel to one of said side members of the frame and interposed between said axle and the frame and through which the drive from said axle is directed to the frame,.each spring at its opposite ends being connected to said frame, the connections between one end of said spring and said frame includinga fixed pivot, and all of such connections including relatively heavy cushioningmeans' for ab sorbing side shocks from the frame to the springs and vice versa and preventing rat-i tling or slapping of the connected parts in normal operation.

In testimony whereofl hereunto affixm signature.

RUSSELL s. BEGG. 

